Running-gear for vehicles



N0. 6|5.733 Patented Dec. l3, I898.

- H. A. MUCKLE.

RUNNING GEAR FOR VEHICLES.

(Application filed May 2, 1898) 2 Sheats--Sheex I.

witnesses W, W41

No. 6l5,733. Patented Dec. l3, I898.

H. A. MUCKLE.

RUNNING GEAR FOR VEHICLES.

(Application filed May 2. 1898.,

(No Model.) 2 Sheets--Shaet 2.

QXHT/neowo NITED STATES PATENT OFFICE.

HENRY A. MUCKLE, OF ST. PAUL, MINNESOTA.

RUNNING-GEAR FOR VEHICLES.

SPECIFICATION forming part of Letters Patent No. 615,733, dated December13, 1898. Application filed May 2,1898. Serial No. 679,505. (No model.)

T 0 all whom it may concern.- Be it known that I, HENRY A. MUOKLE,citizen of the United States, residing at St. Paul, in the county ofRamsey and State of Minnesota, have invented certain new and usefulImprovements in Running-Gear for Vehicles, of which the following is aspecification.

lWly present invention relates to runninggear for vehicles, and hasreference more particularly to the formation and arrangement of thesprings and also to the manner of and means'for suspending the bodytherefrom.

The construction employed is illustrated in the accompanying drawings,forming a part of this specification, wherein Figure 1 is a perspectiveview of so much of the running-gear as is necessary to aproperunderstanding of the invention, the front axle, the wheels, and the bodybeing omitted for the sake of clearness; Fig. 2, a perspective view ofone of the body-hangers, some of the parts being shown detached; Fig. 3,a sectional view of the hanger, taken on the line 1 1 of Fig. 4, whereinthe movement of the hanger and body and their relative positions areshown; Fig. 4, a bottom plan view of the body, the hangers, and theshort springs to which the hangers are attached, the main orlongitudinal springs being broken away; Fig. 5, a perspective view ofthe combined step and scraper-iron, and Fig. 6 a similar view showing anequalizer.

I My invention has for its object the production of an easy-ridingrunning-gear, the reduction of the strain and wear upon certain parts ofthe gear and body and upon the vehicle-fastenings, the reduction of thecost of construction, and an increase at the same time of the durabilityof the vehicle and the parts thereof.

To this end the invention consists in the employment of a constructionwherein the body without strain or wear upon connectionbolts andfastenings has-freedom to swing or move to a limited extent in thedirection of the length of the gear, and each section of the springs hasfreedom to elongate and contract, whereby the parts of the gear, itsconnections and the fastenings thereof, and the body and its occupantsare relieved from those trying jars and. thrusts which cannot becompensated for or absorbed by the present method of construction.Special springs and arrangements thereof are also employed forsecuringthe proper suspension of the body and to'take up and absorbthose shocks which are not compensated for by the swinging movement ju'st alluded to. Otheradvantages are present and will appear in thefollowing description.

Heretofore various attempts have been made to bring about the objectsabove stated and various constructions have been devised, but so far asI am aware and speaking as a practical carriage-builder none of theseattempts have been successful. In placing the body upon a swingingspring-support many conditions have to be considered which are notpresent where the'bodyis rigidly attached to the springs. v

Care must be taken to prevent too great a lateral or side rockingmovement and also too greata swing in the direction of the length of thegear. which carries the body and load is suspended from the free ends ofsprings, as in the present case, care must also be exercised that thesuspending-springs are not too long, or, in other words, that thedistance between the point of suspension and attachment of thesuspending-spring to the gear is not too great. Means must also beemployed to prevent cramping or binding of the attaching device betweenthe body and the suspending device, and the construction must be such asto re- WVhere the swinging support.

strain any tendency the body mayhave to dive and strike. The connectionsand fastenings must also be of such construction and arrangement thatthey will work in harmony for the end sought to be attained and eachrelieve the others, so far as possible, from wearing and destructivestrain. After much thought and study and careful experimentation I haveovercome all of these objections by the construction of the running-gearillustrated in the annexed drawings and now to be described.

Referring to Fig. l of the drawings, A denotes the rear axle, and B thefront bolster, connected by suitable perches or braces C. These partsmaybe of any suitable construction desired, and those shown are for thepurposes of illustration only.

The longitudinal or main springs comprise the flat central section E andthe two straight end sections'F, inclining downwardly therefrom. Thesesprings are connected to the rear axle and the bolster by equalizers, asindicated in Fig. 6, or shackles F of well-known form or construction,the parts being coupled or hung up in a manner well known tovehicle-makers as short. This formation of the spring is the preferredone. It carries high, which it is obvious is desirable. Its appearanceis not unsightly or objectionable. For a given carrying capacity itrequires less weight of steel than other forms. Its yielding under theburden of the load is distributed and absorbed more uniformly throughthe whole length of the spring than is done when the ordinaryhigh-carrying semi-elliptic form is used, thereby lesseningin thismethod of construction any tendency the body may have to pitch and dive.The use of the equalizers is also preferable, though I do not desire tolimit myself to this particular preferred form for a high-carryinglongitudinal main spring just described, nor to the employment of theequalizers, as the springs may be connected to the axle and the bolsterwithout the intervention of the equalizers, as is oftentimes done incarriage-building.

Secured upon the central flat section E of the main springs are thesupplemental or suspension springs, having a flattened central section Gand the cyma-recta arms H, which extend out over the end sections F ofthe main spring. This form of the suspensionsprings I find byexperiencesecures the greatest evenness ol elasticity when secured to the lower ormain springs and any tendency to torsion strain and bucklingis avoided.While this is the preferred form of suspen sion spring and has beenfound to give excellent results, I do not desire to be understood aslimiting myself to its use, especially in connection with other parts ofthe structure-for instance, in connection with the particular form oflongitudinal spring just described or in connection with the form ofbody-support hereinafter set forth. For example, a semi-elliptic springmight under certain conditions be employed.

Suitable clips I are employed to secure the springs together and tomaintain them in place one upon the other. Said clips also serve thepurpose of securing the step J and scraper-iron W in place. Said stepand scraper-iron are, as shown in Figs. 1 and 5, formed in one piece ormade in two pieces securely riveted together, making in effect onepiece, suitable openings or holes (6 being formed in the body thereofand in ears 1) extending therefrom, through which the ends of the clipspass.

By the construction shown the main body portion of this combined stepand scraperiron bears directly under the entire lower face of thecentral flat section E and in connection with the clips I serves tobrace the main spring at this point and to renderits connection with theupper suspension-springs more rigid. It also does away with the use ornecessity for separate connecting-bolts for the scraper-iron and for thestep in attaching the same to the gear and the necessity of attachingthe step to an unstable portion of the vehicle. The outer ends of thecyma-recta sections or arms H are turned back upon themselves, formingeyes H, the eyes of each pair of ends being in alinement. From the endsof these springs are suspended the L-shaped castings or forgings K.(Shown in detail in Fig. 2.) The upper ends of the castings are formedwith a yoke L, the arms or members of which embrace the eyes H formed onthe sections H and are pivoted and secured thereto bysuitable bolts. Theopposite or horizontal ends of the castings are formed with elongatedflat seats or recesses M, designed to receive and embrace the ends of abar or rod N, the bar and castings being securely bolted together, sothat as one casting swings the the other must of necessity partake ofthe same movement. In other words, the castings and their connecting-barform a bail which is pivotally suspended from the outer ends of thecyma-recta sections.

Each of the castings at that portion intermediate the seat M and theupright member is provided or formed with a rounded face or crown 0,below which is an opening I the lower part of the opening being definedby the downwardly-inclining faces Q Q, Fig. 3.

It will be noticed that the upper end or head of the castings K isdeflected outwardly and the lower part of the upright part occupies aposition between the lower spring and the body. This form permitscentral connection .with the head of the suspensionspring, therebyavoiding torsion strain, binding, and uneven wear at the end of thespring, also throwing the casting and lower spring out of line, so thatthey cannot strike. It is obvious that the upright member of the hangercould be made straight and take a pivotal connection at right anglesat'the side of the ends of section II without departing from the spiritof my invention.

R indi ates a plate provided with a concave seat or bearing-surface S,designed to rest and work upon the rounded face 0 of the casting K. Tosecure plate R upon the casting K and maintain the surfaces 0 and S inproper relation to each other, a short strap '1, having a curveddepression U formed centrally therein, is passed through the opening Pand secured by bolts to the plate It. The strap T being of a width equalto the width of the opening P it will thus be seen that the plate R issecurely held to its place, and while free to tilt or rock upon itsrounded seat 0, limited only by coming into contact with the inclinedfaces Q Q, it cannot nevertheless move sidewise or becomedisplaced. Tomore securely hold and maintain the plates together, suitable lugs Uextend down from the under face of plate R, the ends of strap T bearingdirectly against the inner faces of the same when the parts areassembled.

It will be noted upon reference to Fig. 2 that the horizontal ends ofthe castings K are slightly offset and also that both of the castings Kare the same, the one at the right being simply turned around, so thatwhen the rod N is secured in place it comes into alinement with theyokes L and the eyes formed upon the ends of the cyma-recta or droopingends of sections H.

The vehicle-body V, Figs. 3 and 4, is bolted upon the plates R, the bodyextending out quite a distance beyond said plates and consequentlybeyond the ends of the suspensionsprings. In attaching the body careshould be used to have the two body-supports in substantially the sameposition relative to each other, so they will act in harmony or not bindor work against each other.

The gear thus constructed has many advantages. The elevated portion ofthe main springs permits the body to swing without danger of its endsstriking the gear at front or rear, and also, as there are no side bars,the vehicle may turn unusually short. The

. tying together of each pair of the suspensionsprings by thebody-hangers or suspending devices prevents any lateral displacementthereof and materially strengthens the whole structure.

By my construction all parts are securely connected together at thosefastenings and points of connection where in ordinary constructionstrains come which try the strength and life of the gear, body, andvehicle,"while at the same time easy and natural motion and movement ofparts is permitted. Freedom of action is furnished at those connectionswhere in use the vehicle is seeking freedom, and wear of parts andstrains are thereby reduced to a minimum. The construction is notcomplicated or expensive or liable to get out of repair, and any onewith common knowledge can substitute easily, when needed, new parts orfittings with ordinary tools.

The suspension -springs under this construction (and this is one of theobjects of my invention) are given full freedom to elongate andcontract. rigid means used to elevate and support the body. They are infact as well as in name springs and with the lower spring and pivotalattachment of the body furnish a double spring containing qualities ofstrength and softness superior, I believe, to any form of double springsheretofore produced.

Any shock caused by the vehicle passing over an ordinary or slightobstruction will be absorbed by the springs without any perceptiblemovement or swing of the body. If, however, one or more of the wheels ofthe vehicle should strike or enter any unusual obstruction for which thecompound or double springs could not compensate, or should They are morethan av the vehicle quickly turn a corner, then the swinging movement ofthe body comes into play and relieves the occupant of the vehicle andprotects the gear and body from any trying thrusts or shock.

The suspension of the body bet-ween the compound springs and pivotallyfrom the free ends of the supension-springs gives an ease of action andmovement which is not otherwise obtainable, and while the body is heldpractically rigid against lateral movement, due principally to the shorthanging up of the springs and the tying together of the ends of thesuspension-springs, there is, however, still enough give in the parts toallow such slight movement in that direction as may be necessary anddesirable.

It will be noted that the center of gravity of the body is quite adistance below the top of the suspension-springs, and this lowsuspension serves to make the gear compact.

Having thus described my invention, what I'claim is- K 1. In avehicle-gear, the combination of bowed longitudinal side springs;cyma-recta springs H secured thereon and in line therewith and havingeyes formed in their outer ends; L-shaped castings pivoted pendent tosaid eyes; a bar N connecting the horizontal members of said castings;plates pivotally secured upon the castings; and a body secured upon theplates.

2. In a vehicle-gear, the combination of longitudinal side springsrising from each end toward the center; suspension-springs with droopingends secured upon the central portion and extending out over and in linewith the side springs; body-supports pivoted to and extending acrossfrom the opposite ends of said suspension-springs; and a body pivotallymounted upon said supports.

3. In a vehicle-gear, the combination of longitudinal side springsrising from each end toward the center; cyma-recta suspensionspringssecured upon the central portion and extending out over said sidesprings; depending body-supports pivoted to and extending across fromthe opposite ends of said suspension-springs; and a body pivotallysupported upon said supports.

4. In a vehicle-gear, the combination of 1ongitudinal side springs eachspringcomprising a central'fiat section and straight downwardly inclinedends; suspension springs mounted on said central section and havingcyma-recta arms extending out over said inclined ends; dependingbodysupports pivoted to and extending across from the opposite ends of saidsuspension-springs; and a body pivotally secured upon said supports,said body being of a length longer than the suspensionsprings,substantially as described.

5. In a vehicle-gear, the combination of lon gitudinal side springs eachcomprising a fiat central section E with downwardly-inclined straightend sections F formed integral therewith; suspension-springs mountedupon and IIC secured to said central section, said suspension-springshaving cyma-reota ends II; depending body-supports pivoted to andextending across from the opposite ends of said cyma-recta sections; anda body pivotally secured upon said supports between saidsuspension-springs, substantially as described.

6. In a running-gear for vehicles, the combination of longitudinal sidesprings each comprising a fiat central section E with downwardlyinclined straight end sections F; equalizers connecting the ends of saidsprings up short with the axle and bolster of the gear;suspension-springs mounted upon said central section E and havingcyma-recta arms II; depending body-supports pivoted to and extendingacross from the opposite ends of said cyma-recta sections; and a bodypivotally secured upon said supports, substantially as described.

7. In a running-gear for vehicles, the combination of a longitudinalspring having a flat central section; a suspension-spring secured uponthe upper face of said section; and a combined step and scraper-ironsecured to the under side of said fiat sect-ion, substan' tially asdescribed.

8. In a running-gear for vehicles, the combination of a longitudinalspring having a flat central section; a suspension-spring reversed inposition mounted thereon; a combined step and scraper-iron restingagainst the under side of said flat central section; and means forbinding said parts together.

9. In a running-gear for vehicles, the combination of a longitudinalspring having a flat central section; a suspension-spring reversed inposition mounted thereon having eyes formed in its outer ends; acombined step and scraper-iron resting against the under side of saidflat central section,said iron having cars a and openings 1) formed insaid ears; and clips I passing around the springs and extending downthrough the openings 1) substantially as described. I

10. In a vehicle-gear, the combination of longitudinal side springs;cyma-recta springs H secured thereto and having eyes formed in theirouter ends; L-shaped castings pivoted to said ends; a bar N connectingthe horizontal members of said castings; plates pivotally secured uponthe castings; and a body secured to the upper faces of said plates,substantially as and for the purpose described.

11. In a vehicle-gear, the combination of longitudinal side springs;eyma-recta springs ll secured thereto and having eyes formed in theirouter ends; L-shaped castings K having yokes L designed to embrace theeyes; bolts pivotally securing said eyes and yokes together; roundedbearing-faces 0 formed upon the horizontal members of said castings;openin gs P formed in the castings below said faces 0; plates R seatedupon the faces 0; straps T extending through said openings and bolted toplates R; rods N connecting the castings in pairs; and a body mountedandsecured upon the said plates R.

12. In combination with the running-gear of a vehicle an L-shapedcasting K provided with a yoke L designed to be secured to the free endof a suspension-spring; a rounded bearing 0; an opening P formed belowsaid bearing, and having lower converging walls Q, Q; a recess M formedin the side face of the horizontal arm of said casting; a plate Rprovided with a curved seat designed to fit on the rounded face 0; andastrap T passing through openings P and secured to plate R,substantially as described.

13. In a vehicle-gear, the combination of a pair of bowed longitudinalside springs; a pair of reversely-bowed suspension-springs mountedthereon and in line therewith, said suspension-springs being relativelyshorter and having eyes formed in their outer ends; dependent L-shapedmembers pivoted to said eyes; bars connecting the horizontal arms ofsaid members in pairs; and a body pivotally mounted on said members.

14:. In a vehicle-gear, the combination of bowed longitudinal sidesprings; cyma-recta springs II secured thereon and in line therewith andhaving eyes formed in their outer ends; L-shaped castings pivotedpendent to said ends; a barN connecting in pairs opposite ends of thehorizontal members of said castings; plates pivotally secured upon thecastings; and a body secured upon the plates.

15. In avehicle-gear the combination of 1011- gitudinal side springsrising from each end toward the center; reversely-arrangedsuspension-springs with drooping ends, secured upon the central portionand extending out in line with the side springs; body-supports pivotedto and extending across from the opposite ends of saidsuspension-springs and a body pivotally mounted upon said supports.

In witness whereof I hereunto set my hand in the presence of twowitnesses.

HENRY A. MUOKLE.

\Vitnesses GEORGE EDWARD BUDD, CHAS. N. BELL.

